Compression timed pre-chamber flame distributing igniter for internal combustion engines

ABSTRACT

A method and apparatus for compression timed ignition in internal combustion engines, the varying mass of the fuel-air mixture having controlling effect to retard timing by cooling a heater element to vary the current therethrough, and characterized by an igniter with a pre-chamber in communication with the engine combustion chamber via a restricted nozzle area for projecting burning plasma at high velocity into the engine combustion chamber.

This application is a continuation in part of application Ser. No.07/926,740 filed Aug. 10, 1992, entitled MASS CONTROLLED COMPRESSIONTIMED IGNITION AND IGNITER, issued Mar. 29, 1994 as U.S. Pat. No.5,297,518.

BACKGROUND OF THE INVENTION

This invention relates to Timing Chamber Ignition as it is disclosed andclaimed in my U.S. Pat. No. 4,977,873 issued Dec. 18, 1990 and U.S. Pat.No. 5,109,817 issued May 5, 1992, it being an object of this inventionto control ignition timing by means of mass changes in the combustiblemixture, in order to gain a positive slope proportional to engine load.This invention recognizes ignition delay in the Timing Chamber concepttaught by the aforementioned patents that increases when densitydecreases, producing a timing curve proportional to load but with anegative slope. Said negative slope is corrected as disclosed andclaimed in my U.S. Pat. No. 5,297,518 issued Mar. 29, 1994, which has atiming delay but advantageously with a positive slope.

It is an object of this invention to provide an igniter with improvedcatalytic plasma torch flame distribution. The concept herein disclosedis based upon compression ignition of the charge in the igniter'spre-chamber, induced by timed catalytic reduction of the pre-chamber'sactivation energy. This produces substantially instantaneous combustionin the pre-chamber and is divided into multiple high velocity torchesthat efficiently ignite the cylinder chamber charge. The timing of theignition event is based upon the location of the heated catalyst in thepre-chamber and the mass of the charge inducted into the cylinder.

It is an object of this invention to modify the basic timing curve bymeans of control which directly affects the catalyst actively. Dynamicmodification to the timing event is accomplished by using the catalystas an in-cylinder hot-wire anemometer. It is another object therefore toemploy the activity of the catalyst to control ignition timing inverselyproportional to the mass of the combustible charge. It is a primaryobject of this invention to utilize said hot-wire as an anemometersensitive to changes in mass of the combustible fuel-air mixture,causing corresponding changes in the hot-wire mass so as tosimultaneously function firstly as a catalyst to accelerate and improvecombustion, secondly as a timing means to retard ignition when coolerand to advance ignition when hotter, and thirdly to produce a signalresponsive to resistance changes in said hot-wire mass to govern controlmeans for fuel injection and the like. This method and igniter replacesconventional spark ignition, including distributor, breaker points, coiland high tension leads, and spark plugs. Advantageously, this inventiveconcept has no moving parts, no sophisticated controls, and isessentially waterproof as well.

It is an object of this invention to provide an engine ignition systemthat inherently increases power, by vastly improving ignition. With thepresent invention the timing event occurs instaneously within thepre-chamber from which confinement the explosive plasma escapes throughat least one and preferably through a multiplicity of directive ports.These ports are essentially nozzles that project fingers of plasma flameto cover the entire combustion chamber cross section. In practice, thesefingers project tangentially from a circle described about the centeraxis of the igniter, in a spider-like manner.

It is another object of this invention to provide the same effect as aspark ignited fuel rich pre-chamber, but without the added complexity ofa pre-chamber fuel supply. Accordingly, this Catalytic Plasma Torch hasan extended lean limit that results in better fuel efficiency and loweremissions than spark ignition.

It is an object to provide an ignition system that is readily adjustedand/or controlled by conventional electrical or electronic means. Incarrying out this invention there is a heater element and/or catalystsubject to current control means responsive to temperature, for exampleair intake temperature.

It is an object of this invention to provide an ignition system that hasa low energy requirement while satisfying energy requirement prior tocombustion via timed selective ionization of reactants in thepre-chamber. Conventional six or twelve volt current renders the heaterelement of this igniter fully operative, eliminating high tension coilsand protected leads. This is a self timed ignition system, basically asingle part per combustion chamber and with no moving parts. This systemand igniter with its pre-chamber inherently retards timing with load asnormally required, and it is adapted to current control so as to beresponsive to mass of the combustible mixture that enters thepre-chamber for properly timed ignition.

From the foregoing it will understood that the heater element isresponsive to the mass of the combustible mixture, as it changes duringengine operation. Said heater element is itself a small sensitive partthat operates at ignition temperatures, utilizing the principle ofanemometry. The heater element is placed in a fixed location that willprovide optimum light load operation of the engine, i.e. most advanced.In practice it is a hot wire exposed to the surrounding moving gas insuch a way as to be cooled by said moving gas. Since the velocity ofthis gas is commensurate with piston velocity times a ratio, and sincethe heat removal ability of said moving gas is directly proportional toits mass,then the final temperature of said heater element is inverselyproportional to the mass of the combustible charge. This causes ignitiondelay to increase with increased load, giving the timing curve apositive slope. And, as engine speed increases, so does the gasvelocity; and at the same load the net mass passing the heater elementremains constant so that the net temperature change remains the same.Therefore, for a given load the ignition delay remains constant in termsof crank angle throughout the speed range. Since the time for combustiondecreases with increasing RPM, the timing is advanced with aproportional increase in current. Detonation is readily compenstated forby dropping the current through the heater element in response to asignal from a detonation sensor. Hense, this ignition method and igniterdynamically responds to engine load, as it is specially tailored to eachcylinder and its combustion chamber. A feature is the simplicity ofreliable controls to compensate for engine speed, and detonation, as maybe necessary. Another feature is the inherent compensation for changesin atmospheric pressure. As atmospheric pressure decreases, this systemand igniter inherently advances, so as to compensate for altitude andweather changes. Another feature is inherent compensation for enginewear, by lowering the charge density and advancing the ignition event asneeded for each individual cylinder. And, temperature is compensated forby employing a resistance temperature detector (RTD) which lowerscurrent through the heater element as the ambient temperature increases.

A feature of this invention is that external flame enrichment is notrequired for ignition, since the catalytic heater element advantageouslymodifies the ignition energy requirement. Heater element temperaturecontrol is therefore an object of this invention and which is associatedwith the physical mounting of said heater element. That is, reliabilityis a prime consideration coupled with the ability to control thetemperature of said heater element. To this end the igniter body is aheat sink which draws off heat controlled by an insulator that reliablycarries the heater element. Accordingly, heat is dissipated and enableschanges in heater element temperature that controls ignition timing.

Another feature of this invention is the non-restrictivepre-chamber/nozzle relationship, it being an object to achieve sonicvelocities of flame propagation and distribution into the enginecombustion chamber. Heretofore, pre-chamber volume/nozzle area ratioshave been choked to ratios ranging between 20/1 to 50/1, whereas thischamber volume/nozzle area ratio is for example 3/1 and typicallygreater than 2/1. Accordingly, the total area of the nozzles herein arebut slightly restrictive in relation to the total volume of thepre-chamber. In practice, the total nozzle area equals the crosssectional area of the pre-chamber, in which case the volume factor is afunction of the chamber length. Thus, the ratio under consideration ischamber volume to nozzle area, and by which sonic velocity of flameplasma issues into the engine combustion chamber. This is achievedherein by catalytic conditioned compression ignition of the combustiblemixture front that is forced into the pre-chamber. This sonic flamepropagation differs from prior art pre-chamber concepts that developpressure slowly, because a flame emanating from a spark gap propagatesat 3 to 8 meters/sec., which is relatively slow as compared to the speedof sound which is inherent in the igniter herein disclosed, ie., theexplosive flame propagation that emanates from this igniter.

The igniter herein disclosed is a CATALYTIC PLASMA TORCH (CPT) that isprimarily made from non-refractory materials such as brass or mild steeletc., whereas spark ignited pre-chambers heretofore have requiredbasically refractory material supported by high strength steel alloys ofnickel or chromium, because of the restrictive 20/1 to 50/1chamber-nozzle relationship required to build up a high pressure ratiogreater than 2/1 propagating from a slow spark ignited flame. Thecatalytic plasma torch as disclosed herein produces instantaneous flames(in less than one millisecond) and therefore temperatures and pressuresinherent therein do not cause high structural and thermal stresses whichare persistent in spark ignited pre-chambers.

SUMMARY OF THE INVENTION

This inventive concept is characterized by timed compression responsiveignition with positive ignition timing controlled by an anemometer inthe form of a precisely placed heater element. A feature is explosiveflame throwing function and instantaneous sonic ignition of thecombustible mixture that compresses the gas spring within thepre-chamber. As a result, there are spikes of flame projected to coverthe entire dome of the engine combustion chamber. A feature is thepre-chamber volume to nozzle area ratio in the approximate range of 2/1to 3/1, which is a substantial departure from the prior art range of20/1 to 50/1.

The foregoing and various other objects and features of this inventionwill be apparent and fully understood from the following detaileddescription of the typical preferred forms and applications thereof,throughout which description reference is made to the accompanyingdrawings.

THE DRAWINGS

FIG. 1 is a diagramatic view of the present invention applied to atypical automotive engine, wherein a computer controls fuel injection.

FIG. 2 is a diagramatic view of a typical internal combustion enginecross section, showing the pressure responsive ignition incorporatedtherein, with the crank shaft and piston shown in the compression cyclebefore top dead center position of the crank shaft and approximately atthe normal position and condition where the ignition event takes place.

FIG. 3 is a longitudinal sectional view showing the igniter and itsheater element as a unit insert.

FIG. 4 is an enlarged bottom sectional view of the igniter taken asindicated by line 4--4on FIG. 3, showing multiple nozzle ports.

FIG. 5 is an enlarged detailed longitudinal sectional view showing theheater element unit as an insert that is replaceable in the igniterbody.

PREFERRED EMBODIMENT

Referring now to compression timed ignition, and the illustrationthereof in FIG. 2 of the drawings the principle of a gaseous springwhich responds in equilibrium to applied pressure that is relied upon.These gases consist of non-combustible gases either from the previouscycle or pure induced air. Cylinder chambers of uniform diameter andlength are involved, there being an interface between thenon-combustible gases and the combustible charge. There are pre-chambersof uniform diameter and length to match the characteristics of theengine cylinders, each opening is relatively small in order to minimizethe mixing effect of turbulence within the cylinder, although somemixing may occur and compensated for by increasing the pre-chamberlength so as to increase the timing resolution or the distance the gascharge interface travels relative to degree of engine rotation. Sinceinterface travel is directly linked to time, a slower engine requires alonger chamber than a faster one.

The aforesaid gaseous interface moves in direct response to the appliedpressure in order to maintain equilibrium with cylinder pressure.Pressure in the pre-chamber and engine cylinder is equal and change inpressure is proportional to the change in volume, the change in volumeof the gas spring being proportional to the change in volume of thecylinder. Therefore, if the pre-chamber and stroke are of equal length,the interface location at any given time will be identical to thelocation of the piston in the cylinder bore. If the pre-chamber isshorter than the piston stroke, then the interface location is equal tothe chamber/stroke ratio times the piston position. Since the pistonposition determines interface location of the combustible gas front, thecontact angle of the charge with the catalytic heater element can bedetermined and said element positioned accordingly. This gaseousinterface response is constant regardless of load or speed and thus thecontact of the combustible charge with the catalyst remains constant.

Referring now to this method of compression timed ignition, it is theconcept of Density Sensitivity that is controlling, and involves contactangle which is the moment when the combustible gaseous interfacecontacts the heater element in terms of crank angle (BTDC). As shown anddescribed, the igniter is characterized by a "showerhead" designprovided to evenly pierce the combustion chamber with individual spikesor torches of flame. Empirically, it has been determined, forconventional cylinder bores, than an eight hole 120° included depressedangle "showerhead" tip gives the ultimate performance and the bettercombustion characteristics. A feature is that this "showerhead" designconcentrates on igniting the most difficult areas around the peripheryof the combustion chamber, which is an improvement over flamepropagation only from a center spark. These spikes or torches of flameare directed contiguous the combustion chamber dome.

The catalytic plasma torch as it is disclosed herein operates in amanner of a thermal dispersion mass flow senser. And, since the gasvelocity in the pre-chamber is directly proportional to piston speedregardless of load, the only variables are the density and thecomposition of the combustible mixture of gases. By designing thepre-chamber in such a way that the flow of gases into the pre-chambercools the catalyst, the timing of the ignition is retarded with load.

This method and timing element herein disclosed employs high resistivityand linear relationship between resistivity and temperature, using aplatinum wire catalyst, excellent for temperature sensing, used hereinas a hot-wire anemometer wherein resistance detects temperature as wellas mass flow. By monitoring the resistance, temperature is determined,the coefficient of resistance for said wire being known. The platinumwire is heated by a constant current source, so that the voltage acrossthe element will vary in direct proportion to the resistance, whichvaries in proportion to the temperature of the element. This monitorsthe chemical reaction on the catalyst surface and reflects thetemperature of the surrounding gases.

The platinum catalyst used herein reaches a thermal balance where theelectrical energy equals the heat energy out. This is determined by theheat capacity and mass transfer rate of the surrounding gas and theheat-sink effect of the supporting structure. When thermal balance isattained, the temperature of the gas surrounding the catalyst elementwill be substantially equal to that of the catalyst temperature. As longas this gas temperature is higher than the bulk gas temperature, changesin cylinder temperature will not effect catalyst temperature. This beingthe case, the only phenomenon that will change the catalyst temperatureis a chemical reaction on its surface or an increase in said bulk gastemperature above the catalyst's temperature. Therefore, when adeviation from a steady state temperature occurs, it is because of oneof said above two reasons. By using crank angle and cylinder pressuretraces, it has been determined that this is due to a surface reaction,which becomes the indicator of contact angle when the combustible gasinterface reaches the catalytic heater element location in the timingpre-chamber.

This method and compression timed ignition accounts for thermal massresponse time, which is an important factor that determines the timethat it takes between turning the current on and cranking the engine tostart it. And when forced ignition is employed, it allows fordetermination of how far in advance and how much voltage must be appliedto achieve the desired results. It will also determine how many cyclesof engine operation will be needed to achieve a change in ignitiontiming for a given change in current. And, it will also aid in theproper design of the charge controlled compression timed igniter.

The platinum heater element has a thermal inertia based upon itsspecific heat and mass. Assuming a zero heat loss environment, aconstant energy input would cause its temperature to rise in a linearfashion until melted. However, if placed in an infinite heat lossenvironment, the temperature of this hot wire would remain constantregardless of the energy output. Since thermal inertial of the hot wireis linked to physical constants such as mass and specific heat, thisfactor also will remain constant. Another factor comes into play whichis the heat loss characteristics of the environment. This is governed bythe specific heat of the substance surrounding the catalytic heaterelement and the mass transport rate due to thermal convection andradiant heat loss. The radiant heat loss being directly proportional tothe temperature, the only heat loss factor is convective loss.Therefore, a time constant is produced.

In accordance with this method and structural application, and utilizingthe aforesaid principles, the ultimate objective of timing adjustmentbased upon mass is obtained for optimum engine operation. This conceptis disclosed herein as mass controlled timing, as an improvement uponthe basic timing chamber concepts of my previous patents. Ignition delayis inherent in the basic concept when density decreases producing atiming curve proportional to load but with a negative slope. However, asherein disclosed, timing delay is also proportional to load but with apositive slope. Accordingly, hot-wire anemometry is employed, whereinthe catalytic heater element is placed in a fixed position that providesoptimum light load operation, i.e. most advance. This is a hot-wireheater element exposed to the combustible gas stream that passes overthe heater element in such as a way to be cooled by it. Since thevelocity of the combustible mass interface duplicates piston velocitymultiplied by a ratio, and since the heat removal ability of the passinggas is directly proportional to its mass, the final temperature of saidelement is inversely proportional to the mass of the combustible charge.This causes ignition delay to increase with increasing load, giving thetiming curve a positive slope.

As engine speed increases, so does gas velocity. But at the same load,the net mass passing the heater element remains constant so that the nettemperature change remains the same. Therefore, for a given load theignition delay remain constant in terms of crank angle throughout thespeed range. Since the time for combustion decreases with increasingRPM, the timing is advanced with a proportional increase in current.Detonation is compensated for by dropping current as the signal from adetonation sensor increases. Hence, this ignition method and apparatus,igniter, dynamically responds to load specifically tailored tocombustion requirements. As will be described, simple and reliablecontrols implement the voltage and current changes through the catalyticheating element. Operational as well as engine wear are accounted for,and environment temperatures as well.

Referring now to the compression timed ignition method: A first stepprovides a closed pre-chamber with a timing zone and having at least oneentry and exit port from and to the combustion chamber of the engine andwith a buffer zone in open communication with the timing zone andextending away from the entry port; a second step exposes a heaterelement to the combustible fuel-air mixture at a position where thetiming zone and buffer zone are in open communication within thepre-chamber; a third step transfers a pressure front comprised of acompressible fuel-air mixture from the combustion chamber of the engineand through the entry port to contact over the heater element (acatalyst) for the transfer of heat therebetween; a fourth step capturesa determined volume of gases in the buffer zone as an elastic medium toreact in equilibrium with the pressure of gases in the pre-chamber, as aspring; and a fifth step depresses the captured buffer zone gases withthe penetrating pressure front of the combustible fuel-air mixture forcontact over the heater element for ignition thereby and transfer ofburning plasma into the combustion chamber for continued burning of thecombustible fuel-air mixture therein to effect the power cycle andleaving burnt non-combustible gases in the pre-chamber.

The first step of providing a pre-chamber exposes it to combustiblefuel-air mixture within the combustion chamber, whereby a pressure frontof combustible fuel-air mixture progressively penetrates through anentry and exit port and into (and from) the pre-chamber.

The second step of exposing the igniter means involves the placement ofa low mass heater element at a determined depth of penetration into thepre-chamber timing zone. Preferably of platinum, a catalytic material,at a depth in the timing zone of the pre-chamber to attain the engineperformance desired.

The third step of transferring a pressure front of combustible fuel-airmixture at compression temperature, into the pre-chamber is performed byproviding open communication from the combustion chamber of the engineand into the timing zone of the pre-chamber, and by transferring heatbetween the mass of the heater element and the mass of the combustiblefuel-air mixture.

The fourth step of capturing a determined volume of gases in the bufferzone of the pre-chamber involves a dead air space in which burnt gasesare alternately compressed and depressed in equilibrium with gaspressure changes in the combustion chamber of the engine. Essentiallytherefore, the burnt gases captured in the buffer zone react as a springof non-combustible gases that occlude the heater element when subjectedto reduced pressures and thereby extended, and that alternately exposethe heater element to the pressure front of combustible fuel-air mixturewhen subjected to peak compressing pressure of said combustible fuel-airmixture. Accordingly, the captured buffer zone gases react as an elasticspring control ignition timing in response to gas pressures as theyprevail in the combustion chamber of the engine.

The fifth step of depressing the buffer zone gases is performed inresponse to the compression cycle of the engine and progresses until thepressure front of the combustible fuel-air mixture reaches and overliesthe heater element for ignition thereby and transfer of burning plasmainto the combustion chamber for continued burning of the combustiblefuel-air mixture therein to effect the power cycle and leaving burntnon-combustible gases in the pre-chamber.

Referring now to the mass controlled compression timed igniter as shownin FIGS. 2-5, FIG. 2 illustrates a typical reciprocating engine having apiston 10 operating in a cylinder 11 and coupled to a crank shaft 12 bya connecting rod 13. There is an intake valve 14 into a combustionchamber 15 at the top end of the cylinder, and there is an exhaust valve16 therefrom. The characteristic requirement for such an engine is meansfor intake of a fuel-air mixture, means for effecting a compressioncycle followed by a power cycle, and means for exhaust, and that therebe a fuel-air mixture compression cycle followed by a power cycle.

As shown in FIG. 2, an entry and exit port P opens into the combustionchamber 15 to receive the pressure front of the fuel-air mixture duringthe compression cycle. Referring to FIG. 4, this invention provides atleast one and preferably a plurality of entry-exit ports P in a"showerhead nozzle" formation through an end wall 17 of the igniter bodyB. The size of each port is relatively small, and the pre-chamber 18 inthe body B is shown as 0.250 inch diameter; all of which will vary tomeet with the requirements of different engines. A feature of thisinvention is that the total nozzle passage area which determines flowcapacity is restricted according to a pre-chamber volume/nozzle arearatio in the approximate range of 2/1 to 3/1, as shown. That is, thevalue of the pre-chamber volume is two to three times the area value ofthe nozzle.

The igniter involves generally, the body B and a power terminal A forthe heater element H and the electrical conductors thereto. And, inaccordance with this compression timed mass controlled ignition system,there is what I term a timing zone a into which the front of combustiblefuel-air mixture progresses in controlled opposition to the pneumaticspring pressure in what I term a buffer zone b. The pre-chamber 18 iscomprised of these zones a and b in open communication with each other,open into the engine combustion chamber at one end and closed at theother end. In practice, the terminal A is a plug-like member that isthreaded into and closes the top of the pre-chamber 18 and positions acarrier C that supports the heater element H intermediate said ends ofthe pre-chamber.

The body B is an elongated tubular member in the configuration of andadapted to replace a conventional spark plug, and thereby adapted to beretrofitted into a conventional cylinder head. In practice, the body Bis machined of solid metal hexagonal bar stock with a central axial boreentering a top end that is internally threaded at 20 and closed at abottom end by a wall 17. The bore establishes the pre-chamber 18 that isclosed by the terminal A plug 21 threadedly engaged into the top end ofthe body B. The bottom wall 17 can vary in shape and is preferably aninverted hemisphere in order to provide support for the showerheadnozzle principle of torch-flame distribution. The upper exterior 22 ofthe body is turned down from a large diameter at an intermediate nutportion 23, and the lower end 24 is of a reduced externally threadeddiameter in the form of a reach portion that is threaded into thecylinder head of the engine to expose the hemispherical wall 17 into thecombustion chamber of the engine.

The bottom pre-chamber wall 17 as shown in FIGS. 3 and 4 is an invertedshell of hemispherical configuration, and of uniform thickness. Theshowerhead nozzle arrangement of entry and exit port P is circular in ahorizontal plane, there being a multiplicity of ports equally spaced ina series around the dome-shaped hemisphere wall 17. As shown, there areeight ports P emanating from the major diameter of the interior surfaceof said shell and an axes extending outwardly and downwardly and with anouter side wall of each port tangent to said interior surface of theshell. Accordingly, the showerhead nozzle pattern is comprised of amultiplicity, eight, of ports P projected tangent to a circle describedby the major diameter of the inner wall of the hemispherical wall 17,and the axes of said ports are depressed angularly, 120° includedangled, to project outwardly and downwardly. The total sectional area ofthe ports P is slightly restrictive (2/1 to 3/1) to the explosive forceof the ignited combustible mixture, whereby sonic flow of burning plasmais propagated and distributed in radiating spikes of flame extendingsubstantially coextensive of the top of the engine combustion chamber.

The terminal A is a closure for the remote end of the pre-chamber,remote from the ported wall 17. That is, the top end of body B is closedby a plug 21 threaded into the top end of the body B at 20. The plug 21carries the power terminal T and captures the heater element unit, aswill be described. As shown, the plug 21 is a turned part machined ofhexagonal bar stock, with a shoulder 25 to seat and seal with the top ofbody B, with a socket 26 to receive a terminal insulator 27 captured inplace by swedging the upper rim of said socket.

Referring now to the catalytic heater element H, the working temperatureof said element is critical and which requires support for said elementand controlled dissipation of heat therefrom. Accordingly, I haveprovided a thin walled refractory tube that supports the heater elementand that transfers heat therefrom and into the heat sink walls of thebody B. The working temperatures of the heater element H are extreme,which requires a refractory type dielectric insulator, preferably ofsmall mass such as the thin walled ceramic tub 28 of right cylinder formhaving normal top and bottom ends 29 and 30. These opposite ends of thetube 28 carry contact rings 31 and 32, the ring 32 being aground contactand the ring 31 being a power terminal contact. Accordingly, the body Bis provided with a stepped bore 33 entering from the top of the body andterminating at a supporting bottom shoulder 34. The ring 32 seats onsaid shoulder for ground contact and positions the ring 31 at the bottomof the terminal A plug 21. The terminal T is carried by the insulator27, its lower end engaging a contact disc 36 that also engages thecontact ring 31, thereby establishing electrical continuity.

Referring now to the heater element H as it is shown in FIGS. 3 and 5 ofthe drawings the hot-wire 35 is a small diameter platinum wire formed asa helical coil that is expanded into supporting contact with the innerdiameter wall 38 of the cylindrical tube 28. A feature of the tube 28 isits controlled mass, being of thin walled form, whereby its response tomass changes in the contacting combustible mass are determinably sensedas rapidly as may be required and therefore most effective for thispurpose. Therefore, the hot-wire 35 is permitted to respond at arequired rate to both changes in combustible mass and changes in currentapplied. The coiled hot-wire 35 is secured to the wall 38 of the tube asby means of a high temperature adhesive, ceramic or cement, and itsopposite end coils are welded to heavy conductors 39 and 40 in turnwelded to the contact rings 31 and 32. The hot-wire coils are therebyexposed to the mass flow of combustible mixture within the pre-chamberfor intimate and thorough contact with said combustible mass and fortimely response. Basically, this ignition timing is inherent in theproperties of the heating element mass per se, with variations appliedby changes in current, and all of which is sensed for fuel injectioncontrol.

In accordance with this invention, thermal response to changes in thecombustible fuel-air mass under compression entering the pre-chamber isresponded to by the heater element H, operating as does an anemometer,in other words a hot-wire anemometer-heater, and having the aforesaidfunctions, as follows:

1) operates as a catalyst to accelerate combustion.

2) operates as a timing means to retard and advance ignition in responseto mass changes in the combustible mixture.

3) operates to respond to intake air temperature changes to produce acorresponding timing modification.

4) operates separately to sense changes in the compressed combustiblecharge to produce a signal to control fuel injection meanscorrespondingly.

Having described only the typical preferred forms and applications of myinvention, I do not wish to be limited or restricted to the specificdetails herein set forth but wish to reserve to myself any modificationsor variations that may appear to those skilled in the art, asset forthwithin the limits of the following claims.

I claim:
 1. A method of positive curve ignition timing in internalcombustion engines having a compression cycle and ignition of acombustible fuel-air mixture in a combustion chamber followed by a powercycle, and including;the first step of providing a closed pre-chamberwithin a heat-sink and in open communication with the combustion chamberfor penetration therein of a pressure front of a mass of combustiblefuel-air mixture, the second step of exposing an electrically poweredhot-wire anemometer-heater element within the pre-chamber and having adetermined mass for heat transfer into the heat-sink and applyingvoltage and current thereto and at a depth of pressure front penetrationof said combustible fuel-air mixture into the pre-chamber at adetermined compression of said combustible fuel-air mixture, electricalresistance through the hot-wire anemometer-heater element being sensedto increase electrical power to the hot wire anemometer-heater elementfor increased hot-wire temperature to advance ignition and to reducepower thereto for decreased hot-wire temperature and heat-sinkdissipation thereof for retarded ignition, thereby adjusting a positivecurve timing slope, the third step of transforming the mass ofcombustible fuel-air mixture from the combustion chamber and into thepre-chamber for cooling contact with and over the said hot-wireanemometer-heater element during the compression cycle and for thetransfer of heat between the mass of the combustible fuel-air mixtureand the mass of the hot-wire anemometer-heater element, the fourth stepof capturing a volume of previously burnt non-combustible gasses in thepre-chamber for occlusion of the hot-wire anemometer-heater element andfor depression as a spring, and the fifth step of depressing saidcaptured previously burnt and combustible gasses with the penetratingpressure front of combustible fuel-air mixture for said contact over thehot-wire anemometer-heater element for ignition thereby and burning ofplasma and discharging the same into the combustion chamber through atleast one nozzle, the nozzle area being restricted to a ratio in therange of 2/1 to 3/1 relative to the volume of the pre-chamber forcontained burning of the combustible fuel-air mixture therein to effectthe power cycle and leaving burnt non-combustible gasses in thepre-chamber.
 2. Apparatus for positive curve timing chamber ignition ininternal combustion engines having a combustion chamber, means forintake of a combustion fuel-air mixture of varying mass, means foreffecting a compression cycle followed by a power cycle, and means forexhaust of burnt gasses, and including;a heat sink body having anelongated pre-chamber means comprised of a timing zone with one endexposed into the combustion chamber and with at least one entry and exitnozzle, the nozzle area being restricted to a ratio in the range of 2/1to 3/1 of the pre-chamber volume to the nozzle area and in opencommunication with the combustion chamber and a buffer zone continuingfrom the timing zone and with the other end closed to capture burntgasses therein, an electrically powered hot-wire anemometer-heaterelement of minimal mass carried by and for heat transfer into theheat-sink body and exposed within the pre-chamber between said entry andexit nozzle and said other closed end for contact by a pressure front ofsaid combustible fuel-air mixture of varying mass penetrating into thepre-chamber and contacting said hot-wire anemometer-heater elementduring the compression cycle to effect the temperature of said hot-wireanemometer-heater element according to the prevailing combustiblefuel-air mixture mass and temperature, means sensing the electricalresistance through the hot-wire anemometer-heater element to increaseelectrical power to the hot-wire anemometer-heater element for increasedhot-wire temperature to advance ignition and to reduce power thereto fordecreased hot-wire temperature and heat dissipation thereof for retardedignition, thereby providing a positive curve timing slope, thepre-chamber being closed by said other end to capture burnt gassestherein so as to function as a spring opposed to the pressure front ofsaid combustible fuel-air mixture, whereby burnt gasses occlude thehot-wire anemometer-heater element until exposed to the penetratingpressure front of combustible fuel-air mixture to ignite said fuel-airmixture for continued burning and projection through said at least onenozzle and into the combustion chamber for ignition and continuedburning of the combustible fuel-air mixture therein.
 3. The method ofpositive curve ignition timing in internal combustion engines as setforth in claim 1, wherein the second step of exposing the hot-wireanemometer-heater element within the pre-chamber includes electricallyisolating the hot-wire.
 4. The method of positive curve ignition timingin internal combustion engines as set forth in claim 3,wherein thesecond step is performed by sensing resistance through the mass of thehot-wire anemometer-heater element as a result of temperature changetherein, producing a signal corresponding to the mass of the combustiblemixture.
 5. The method of positive curve ignition timing in internalcombustion engines as set forth in claim 4, wherein the signalcorresponding to the mass of the combustible mixture controls fuel-airmixture means.
 6. The method of positive curve ignition timing ininternal combustion engines as set forth in claim 4, wherein the signalcorresponding to the mass of the combustible mixture controls fuelinjection means.
 7. The method of positive curve ignition timing ininternal combustion engines asset forth in claim 1, wherein the thirdstep is performed by increasing the combustible fuel-air mixture mass,causing a decrease in hot-wire anemometer-heater element temperature toretard ignition timing, and by increasing the same to cause an increasetherein to advance ignition timing.
 8. The method of positive curveignition timing in internal combustion engines as set forth in claim 7,wherein the hot-wire anemometer-heater element is carried by aninsulator support of minimal mass, whereby heat transfer into theheat-sink is maximized.
 9. The method of positive curve ignition timingin internal combustion engines as set forth in claim 1, wherein thesecond step is performed by current control means applying voltage tothe hot-wire anemometer-heater element and applying variable current foradjusting ignition timing.
 10. The method of positive curve ignitiontiming in internal combustion engines as set forth in claim 1, whereinthe second step is performed by current control means responsive to airinduction temperature and applies constant voltage through the hot-wireanemometer-heater element and adjusted by changing the current fortiming adjustment.
 11. Apparatus for positive curve ignition timing ininternal combustion engines as set forth in claim 2, wherein a plugcloses said other end of the pre-chamber and positions an insulator thatsupports the hot-wire anemometer-heater element.
 12. Apparatus forpositive curve ignition timing in internal combustion engines as setforth in claim 2, wherein plug closes said other end of the pre-chamberand positions an insulator sleeve carried in the heat-sink body andsupporting the hot-wire anemometer-heater element.
 13. Apparatus forpositive curve ignition timing in internal combustion engines as setforth in claim 12, wherein the insulator sleeve has an outer diameterwall engageably carried in a bore in the heat-sink body and has an innerdiameter all, the hot-wire being a coil engageably supported by saidinner diameter wall for heat transfer to the heat-sink body. 14.Apparatus for positive curve ignition timing in internal combustionengines as set forth in claim 12, wherein the heat sink body has astepped bore with a support shoulder, and the insulator sleeve has aground contact at one end and engaged with said shoulder and has a powercontact at its other end, the pre-chamber being closed by a plugcarrying an insulated power terminal engagedly positioning said otherend of the sleeve in said stepped bore, the hot-wire being in electricalcontinuity between the ground contact and the power contact. 15.Apparatus for positive curve ignition timing in internal combustionengines as set forth in claim 12, wherein the heat-sink body has astepped bore with a support shoulder, and wherein the insulator sleevehas an outer diameter wall engagedly carried in the stepped bore andhaving a ring shaped ground contact at one end engagedly supported onsaid support shoulder and having a ring shaped power contact at itsother end, the hot-wire anemometer-heater element being a coil engagedlysupported by an inner diameter wall of the insulator sleeve for heattransfer into the heat-sink body, the pre-chamber being closed by a plugcarrying an insulated power terminal engagedly positioning said otherend of the sleeve in said stepped bore, the hot-wire being in electricalcontinuity between the ground contact and the power contact. 16.Apparatus for positive curve ignition timing in internal combustionengines as set forth in claim 12, wherein the hot-wire anemometer-heaterelement is a heater coil united with an inner diameter wall of theinsulator sleeve.
 17. Apparatus for positive curve ignition timing ininternal combustion engines as set forth in claim 2, wherein the firstmentioned end of the pre-chamber is an inverted dome-shapedhemispherical wall exposed into the combustion chamber of the engine,there being a multiplicity of entry and exit nozzles through said walland the total cross sectional area of which substantially equals thecross sectional area of the pre-chamber.
 18. Apparatus for positivecurve ignition timing in internal combustion engines as set forth inclaim 2, wherein the first mentioned end of the pre-chamber is aninverted dome-shaped hemispherical wall exposed into the combustionchamber of the engine, there being a multiplicity of entry and exitnozzles spaced in a series around said wall and each disposed angularlydownward and outward and with a side wall thereof tangent to a circledescribed by an inner diameter of said hemispherical wall.
 19. Apparatusfor positive curve ignition timing in internal combustion engines as setforth in claim 2, wherein the means sensing electrical resistancethrough the hot-wire anemometer-heater element is responsive to currentchanges caused by temperature changes therein resulting from the coolingeffect of the flow of fuel-air mixture mass penetrating thereover andinto the pre-chamber, to retard ignition timing with the application ofload.
 20. Apparatus for positive curve ignition timing in internalcombustion engines as set forth in claim 2, wherein the means sensingelectrical resistance through the hot-wire anemometer-heater element isresponsive to the linear relationship between resistivity andtemperature of the hot-wire anemometer-heater element caused bytemperature changes therein resulting from the cooling effect of theflow of fuel-air mixture mass penetrating thereover and into thepre-chamber and responding to resistance detected as temperature andfuel-air mixture mass flow and applied to retard ignition timing withthe application of load.